Train stop system



Filed July 11, 1929 6 Sheets-Sheet 1 III I f I III/Ill! Sept. 27, 1932.A. E. HUDD v I TRAIN STQP SYSTEM Filed July 11, 1929 6 Sheets-Sheet 2 HZfed Blinds].

Sept. 27, 1932. A El. HU DD 1,879,614

TRAIN STOP SYSTEM Filed July 11, 1929 6 Sheets-Sheet 3 Sept, 27, 1932.E, U D 1,879,614

TRAIN STOP SYSTEM Filed July 11, 1929 6 Sheets-Sheet 4 HZIIPEEZ ELF-JuddSept. 27, 1932. A. E. HUDD TRAIN STOP SYSTEM Filed July 11, 1929 6Sheets-Sheet 5 -InuEn car-'- 6 Sheets-Sheet 6 qlLui A. E. HUDD TRAINSTOP SYSTEM Filed July 11, 1929 gm {Tiwwm ig M um E Sept. 27, 1932.

Patented Sept. 27, 1932 UNITED STATES PATENT OFFICE ALFRED E. HUDD, OFEVAN STON, ILLINOIS, ASSIGNOB, BY MESNE ASSIGNMENTS, TO INCL, OFCHICAGO, ILLINOIS, A CORPOBA- ASSOCIATED ELECTRIC LABORATORIES,

TION OF DELAWARE TRAIN STOP SYSTEM Application filed July 11,

The present invention relates in general to train stop systems, but isparticularly con cerned with the provision of an intermittent magneticinductive train stop system, and the component parts thereof.

Among the objects of the invention are: to provide improved types oftrackway magnets for use in an intermittent inductive cab signal ortrain stop systems; to provide a new type of magnetic pickup relay orreceiver, having armatures operable in any one of a plurality ofselectable combinations, depend cut on the characteristics of themagnetic field into which the relay is brought; to provide an improvedmounting arrangement for the pickup relay or receiver; to provide novelcircuit arrangements for controlling the condition of certain of thetrackway magnets in accordance with trafiic conditions; and to provide asystem which may be readily used to give protection in single as Well asdouble track systems.

The invention is disclosed in six sheets of drawings; sheet 1,comprising Figs. l3, shows a section of trackway equipped with the threetypes of trackway magnets used and the details of their construction.

Sheet 2, comprising Fig. 4, diagrammatically discloses the vehicleequipment used, and its relation to the trackway.

Sheets 3 and 4, comprising Figs. 59, show the pickup or receiver relayin detail and the mounting arrangement therefor.

Sheets 5 and6, when arranged with sheet 6 to the right of sheet 5, showtwo track circuit arrangements; the one comprising Figs. 10 and 10A, andthe other comprising Figs. 11 and 11A.

Referring now to Figs. 1-3, the constructional details of the trackwaymagnet assemblies A, B, and G will be described. The trackway magnetassembly A comprises two soft angle irons 12 and 12 held together by ashallow non-magnetic channel member 25, which is similar to the channelmember shown in Fig. 3, and is held in place with rivets such as 26. Onthe platform supported by the channel member 25 two notched woodenmembers 21 and 21 are placed up against the respective angle-irons 12and 12 The mempole-pieces 12 and 12 1929. Serial No. 377,418.

cover 16 which is bolted to the channel member 25 with a number of bolts22. The assembly is held in place on the railroad tie 24, midway betweenthe track rails, by lag screws 13 and 13 To afford further protection tothe assembly a non-magnetic doubly inclined cover 17 is placed over theassembly and secured to the adjacent ties 23 and 28 by lag screws 1818The space between the respective magnets 19 allows room for possiblewarping of the magnets, and also prevents their losing their strength bythe tendency of the stronger one to reduce to the power of the weakerone when in direct contact with each other. This is also the reason forproviding a space between the ends of the magnets and I the pole pieces12 and 12 The trackway magnet C is substantially like A, except that:the angle-irons 12 and 12 are longer; are farther separated by thechannel member 25 and have, at each side of the permanent magnetassembly electromag nets 28 and 29. The wooden members corresponding to21 and 21 also hold the permanent magnets agreater distance from the HDue to the additional width of this assembly it is mounted on two ties,and is covered with a somewhat larger cover 17.

The reason for providing a greater'space between the ends of thepermanent magnets of the assembly C, than is provided in the device A,is to enable the magnetic field set up by the permanent magnets ofassembly 0 to be rendered ineffective byxan extremely low current flowthrough the associated electromagnets 28 and 29.

The trackway magnet-assembly 13 comprises two angle-iron pole pieces 12and 12 like the corresponding parts of the assembly C. The assembly B,however, does not contain any permanent magnets, but instead, isprovided with two pairs of electromagnets 27 and 28', respectively,connecting the pole pieces 12 and 12 through the medium of a third pole30. The assembly is provided with aprotecting cover 17 substantiallylike the protecting covers of the assemblies A and C.

Referring now to Fig. 4, the vehicle equipment will be brieflydescribed. The generator GEN, fuse box FE, and engineers brake valve EBVare standard parts already existing on the locomotive, but are hereshown merely to complete the disclosure of the system. Theelectro-pneumatic valve EPV, is of the usual type used in automatictrain control systems, its main essential being that upon deenergizationit permits the exhaust of air through its whistle W. For the purpose ofreproducing the wayside signals in the cab, a panel 51 containing lampsG, Y and R is provided. A terminal box 50 is associated in the cab inthe vicinity of the engineers brake valve, and contains terminals formaking the necessary connections between the generator, the cab signals,and the electropneumatic valve. This terminal box also contains a switchcontrolled by an acknowledging button AB, and a light control relay LCR,the functions of which will be described hereinafter. he cab equipment,having wires leading into the terminal box 50, is connected with thepickup or receiver relay R, through the medium of a junction box J B,located at an appropriate place between the engine and the tender. Theautomatic brake valve ABV may be of the same general type as the onedisclosed in the Hudd application, Serial No. 296,652, filed August 1,1928, and is designed to cause an automatic brake application to occur apredetermined period after the deenergization of an associatedelectro-pneumatic valve. The pickup or receiver relay R and the mannerof mounting it is fully disclosed in the instant application.

Referring now to Figs. 5-7, the pickup or receiver relay R is containedin a nonmagnetic box 101 having a water-tight cover 110. Mounted in thebase of the box are six magnetic flux collect-or plates 102-102 Theseare held in place by bolts 113, and are insulated from the case 101 bythe rub ber washers 111 and 112, surrounding the bolts 113. Between thecollector plates 102, 102 and 102 and secured thereto are the respectiveassemblies 115 and 115 Likewise, between the collector plates 102 102and 102, are positioned assemblies 115 and 115 respectively. Theassembly 115 is held in place between the collector plates 102 and 102by means of the double hole washers 131 and 131' and the associatedscrews and 130. The assembly 115 is also secured to the plates 102 and102 through the medium of its pole-pieces 1 10 and These are firmlysecured to the assembly 115 by means of rivets such as 141 and to theplates 102 and 102 by screws 142. The assemblies 115 -115 are held inplace in the same manner as is the assembly 115'.

Referring now particularly to Figs. 6 and 7, further details of theconstruction of the assembly 115 will be described. In this connectionit will be noted that Fig. 7 is an enlarged side view of the assembly115, with the pole piece 140 omitted for the sake of clearness. Securedto the plate 115 is an L armature and terminal support 126 havingassociated ears through which the armature pin 123 passes to hold thearmature 133 in place. Extending upwardly from the armature 133 is anauxiliary armature member 122, securedly riveted in place by the rivets134. This upwardly extending portion 122 serves as an armature for theelectro-magnet 141-1, shown in Fig. 5. At the free end of the armature acontact member 125 is firmly held in a notched insulating member 124C. Astud 118 extending upwardly from the armature support 126 carries atwo-conductor terminal having conductor-connecting ears 119 and 120.stud 118 by means of a sleeve 132, and insulating washers 127 and 128,clearly shown in Fig. 6. A flexible connection 121 extends between thecontact member 125 and the terminal 120. To the rear of the armaturesupport 126 is mounted a permanent magnet 143, held in place by abracket 116 and the associated screws 117. This permanent magnetpolarizes the armature 133. The remaining assemblies 115 415 are likethe assem bly 115, with the exception that the armature extension 122 isomitted in the case of assemblies 115 and 115 Secured to the collectorplate 102 by means of brackets and 145 are electro-magnets 141 and 141'.These magnets are for the purpose of attracting the associated armaturesthrough the medi um of their pole-piece extensions 122. Secured to thepole piece 140 under magnet 141 is a contact spring 146 for co-operationwith the contacts of the contact element 125. Like contact springs areprovided on the pole pieces of the other assemblies which cooperate withtheir respective armatures.

Mounted on the collector plate 102 is a ter minal strip 150, where thenecessary connections from the armatures and associated contacts areterminated. The necessary connections to the cab equipment are broughtthrough an opening 151.

Referring now to Figs. 8 and 9, the apparatus by means of which thereceiver R is suspended from a locomotive tender will be described. Theangle-irons and 156 are secured to an appropriate place on thelocomotive tender, and the receiver R is suspended therefrom through themedium of four bars 157, 158158 (158 not shown). The bar 157 is securedto the threaded portion of the receiver by a shouldered cap Thisterminal is insulated from the "ii i screw 161, and to the angle-iron155 by means oi a. bolt 159. A washer 162 serves as a spacer between 157and 155, while a spring 160, substantially entirely compressed when thenut 163 is drawn up, serves to assist in firmly holding the bar 157tightly compressed against the washer 162. The remaining bars 158458 aremounted in the same manner.

in perforations extending through the upper portion of bar 157 andthrough the angleiron 155 are provided hard rubber bushings 166 and 166with metal tubes 167 and 167 within the bushings. Passing though th setubes is a wire 200, labeled in Fig. 1 as the detector loop. With themanner of mounting the receiver described, and with the arrangement ofconductor 200 passing through tubes 167 and 167, it the receiverencounters a rigid object it will be elevated in its entirety, thboltssuch as 159 and 161 serving as piv- When this occurs, a sh aring actionwill take place between the tubes 167 and 167, severing the conductor200 and initiating an automatic brake application in a manner which willsubsequently be made clear.

eterring now to Figs. 10 and 10A, with ig. 10A placed to the right ofFig. 10, the track circuits shown therein, and the influence thereon bythe presence of the vehicles V and V will be described. In block G thevehicle V is shunting track battery TB from its track relay T and thisrelay is conequently in its deenergized condition. The "clay T at itsinner and middle armatures as broken the circuit of line relays L1 andM2 and at its outer armature has completed a circuit for the'lainp R ofthe signal S Tlis circuit extends from the positive termiial oi thebattery GB, through the contact and armature of the line relay L1 thelower armature and lower contact of the track relay T through the lamp Rof the signal S to the negative terminal of the battery GB. either ofthe relays Y or G is energized at this time, and, consequently, there isnocurrent flow in either of the traclrway devices C or B A trainapproaching the block G, therefore, will have its train controlequipment influenced only by the permanent magnets of C and by thepermanent-magnets comprising the traclrway device A Referring nowparticularly to the train control equipment at the exit end of block Eand to the signalling equipment at the on trance end of block F, theinfluence of the vehicle V on this equipment will be considered. It willbe noted that the line relay L2 is deenergized. This occurred when thevehicle V interrupted its circuit by dropping the track relay T uponentering the block F, and has remained deenergized, because a secondpoint in its circuit was opened when the vehicle V entered the block G,the circuit for relay LE2 including in series, the line relay L1 Thecircuit of these relays extends from the positive terminal of linebattery LE through the upper armature and contact of the track relay Tthe line relay L1 the line conductor 201 through the middle armature andcontact of the tr ck relay T the winding of the line relay L2 and theconductor 202 to the negative terminal of the line battery LE The linerelay L2 at its armature opens a point in the operating circuit of lampG of the signal S and of the associated relay G and closes a point inthe operating circuit of the lamp Y of the signal S and of theassociated relay Y The circuit to the relay Y and the lamp Y of S is notclosed at this time, however,

owing to the energized condition of the line relay L1 this relay beingenergized over a circuit similar to the one traced through line relaysL2 and L1 T iere is no current flow through the track way element C orthrough the element B wing to the deener ized condition of both relays Yand G and, accordingly, the trackway devices at the exit of block Earefor the time being in exactly the same condition as those located at thexit of block F. The influence of the vehicle V on the control equipmentat the exit end of block E so far has o been to the extent of preparinga circuit for relay Y The vehicle V, however, in block D has caused thedeenergization of line relay L1, thereby causing the lamp G of thesignal S and the associated relay G to be energized. The circuit for thlamp G of signal S and relay G extends from the positive terminal ofbattery EB through the contact and armature of relay L1, the lowerarmature of relay T, and its upper contact, the armature and uppercontact oi relay L2, through the lamp G of signal S and relay G inmultiple to the negative terminal of the battery EB. The relay G, at itslower armature has completed a cir cuit through the windings of thetraclrway device C, and at its middle and upper armatures has completeda circuit through the windings of the trackway magnet B. The circuitthrough the traclrway magnet G extends from the positive terminal of thebat tery EB, through the lower contact and arma ture of relay G, theconductor 204:, the windings of the magnet C, conductor 205, and baelrto the negative terminal of the battery Giving to the current flowthrough the electromagnet of the device C, the magnetic field normallyset up by the permanent magnets associated therewith is renderedineffective. The circuit for the trackway magnet B extends from thepositive terminal of the battery EB, through the middle armature andcontact of the relay G, conductor 206, the upper and lower windings ofB, conductor 207, and through the upper contact and armature of relay Gto the negative terminal of the battery EB. The direction of currentwhich it will be assumed that this equipment is on the vehicle V whichis travelling toward the vehicle V The vehicle equipment is in thecondition which it assumes upon passing a signal at.clear. The armatures125125 are all attracted against their inner pole-pieces, and, becauseof this, circuits exist for the cab signal G, the light control relayLCR, and the electro-pn umatic valve EPV, respectively.

The circuit of cab signal G extends {F0111 the negative terminal of thegenerat r JEN, through the upper fuse of fuse-box FB, conductor 71,terminal 9 of terminal box 50, jumper 85 to terminal 8, jumper 87 toter- 1 minal 5, the conductor 78, lamp G, conductor 77, terminal l,conductor 63, terminal 1 of junction-box J B, conductor 56, the innercontact and armature 125 conductor 86, armature 125* and its innercontact, conductor 54,

I terminal 1 of J B, the detector loop, terminal 2 of J13, conductor 61,terminal 2 of 50, con ductor 74, the acknowledging switch, conductor 73,terminal 1, the lower fuse of fusebox F13 to the positive terminal ofthe genflS erator GEN The winding 52 of the light control relay LCR, bymeans of the conductors 80 and 81, is connected in multiple with thelamp G and is, therefore, energized whenever a circuit ID,v exists forthe lamp.

relay LCR, and the electro-pneumatic valve EPV extends from negativepotential on terminal 9 of 50, over conductor 70, through EPV, conductor68, terminal 12 of 50,, jumper .167, terminal 11, conductor 66, terminalof oi the detector loop, terminal 2, the conductor 61, terminal 2 of 50,and the acknowledging switch. it may be'well to call attention to thefact that all apparatus on the vehicle must obtain the ,positive currentthrough the acknowledging switch and through the detector loop,respectively, and, therefore, if the detector loop becomes broken anautomatic brake application will take place.

9 The effect on the vehicle equipment, as the vehicle V advances willnow be explained.

Smce as reviouslv mentioned the trackway element C has its electromagnetwinding energized at this time, the permanent illinnagnets thereof arerendered ineffective to influence the armatures of the receiver B whenthe same passes thereover.

When, however, the receiver is brought int0 the inductive field of thetrackway device A, the collector plates 102 and 102 are brought into theinductive influence of the north pole, and collector plates 102 and 102are brought into the inductive field of the south pole of the tracl-zwaydevice A. Since the armatures 125 and 125 are already of north polarity,because of the presence of the associated polarizing magnets er and 84there will be no tendency for these armatures to move. The armatures 125and 125 also of north polarity, because of the presence of polarizingmagnets 84 and 84 will, however, be attracted to their outer polepieces, because of the stronger attractive effect produced therein bythe magnetic flux picked up by the collector plates 102 and 102 from thesouth pole of the magnets of the trackway device A. fter the receiverpasses out of the inductive field of the trackway device A the armatures125 and 125 remain in their operated position owing to the naturalattraction of the armature to the nearest polepiece, because of thepresence of the polarizing magnets 84 and 84 The armature 125, inoperating, opens the traced circuit for the lamp G and relay LGR,causing that lamp to be extinguished, and the relay to drop itsarmature. The armature 125 also, at its lower contact closes a point inthe circuit of lamp Y, which will be traced later. The armature 125 inoperating, opens the traced circuit of the electro-pneumatic valve EPVwhich becomes deenergized and permits air to exhaust through the whistleW. The dropping of the armature of relay LCR prepares a point in thecircuit of lamp R, which will also be traced later.

The opening through the whistle V7 is of such a size that approximatelysix seconds must elapse before suflicient air has passed therethrough topermit the operation of the automatic brake valve ABV. Before much ofthis time expires, however, the receiver R in the vehicle V passesthrough the inductive field of the trackway device B, which, aspreviously explained, is so energized that its upper and lower polepieces are of north polarity, whereas its center pole piece is of southpolarity. As the receiver R passes through the magnetic field set up bythe trackway device 102 102 and 10:2 collect magnetic flux of northpolarity from the upper and lower pole pieces of B, while the collectorplates 102 and 102 collect magnetic flux of south polarity from themiddle pole-piece of B. The magnetism induced in the pole pieces ofcollector plates 102 and 102 being of the same polarity as that normallyexisting in armatures 125 and 125 because of the presence of thepolarizing magnet, tends to make the collector plates 102,

the armaturesremain" in engagement with their inner pole-pieces, whilethe magnetic flux induced in the pole-pieces of collector plates 102 and102 is of south polarity. This causes all armatures 123-125 to tendto bedrawn towards their inner pole-pieces; while in the case ofthe'collector plates 1102 and 102 since the magnetic flux inducedtherein is of north polarity, the pole-pieces of these collector platestendto oppose or push away the armatures 125 and 125*, with the resultthat these armatures are restored to their initial position, causing thecircuits for lamp G, the winding 52 of relay LOB and valve EPV to bereestablished automatically. The momentary operation of the whistle Wand the momentary extinguishing of lamp G simply serve to inform theenginemen that they have passed a signal at clear.v

As the vehicle V enters the block E, the track relay T is shunted out bythe axle of the vehicle, and accordingly, drops its armature. Like inthe case of the track relay T the track relay T at its upper armaturein-' terrupts a second point in the circuit of line relay L1, preventingthat relay from reenergizing until the vehicle V is clear of the blockE; its middle armature it interrupts the circuit of line relays L2 andL1 and at its lower armature it interrupts the multiple circuit of thelamp Gr of signal S and of relay Gr, and closes a circuit for the lamp Rof signal S. The circuit of the red lamp R of signal S extends from thepositive ter minal of the battery EB, through the contact and armatureof L, the lower armature and lower contact-of T, through the lamp R,conductor 203, and back to the negative terminal of battery EB.

The dropping of the armature of relay L1 when the vehicle V enters blockE completes a circuit for the lamp Y of signal S. This circuit extendsfrom the positive terminal of the battery FB, through the contact andarmature of L1 the lower armature and upper contact of track relay T thearmature and lower contact of L2 and through the relay Y and lamp Y ofsignal S in multiple to the negative terminal of a battery FB. The lampY of signal S therefore, lights up upon the entry of the vehicle V intothe block The relay Y upon becoming energized, completes a circuit fromthe positive terminal of the battery FB, through its lower contact andarmature, through the conductor 20%, and through the return conductor205 to the negative terminal of the battery FB, thereby rendering thepermanent magnets the traekway device 0 ineiiective to inonce thereceiver R. The relay Y also, at its middle and upper armature,completes a circuit through the trackway device B extending from thepositive terminal of the battery FB, through its middle armature andcontact, the conductor 207 and through the lower and upper windings,respectively, of the trackway device B the conductor 206 and the uppercontact and armature to the negative terminal of the battery F B. It

should be noted at this time that the current flow through the trackwaydevice B is in the direction reverse to that in which current passedthrough the trackway device B while the'vehicle V was passingthereover..

Asthe vehicle V passes over the trackway magnets A, the armatures 125and 125 of the receiver R are operated, as in the case when the receiverpassed over the trackway device A, again positioning armatures 125 and125 against their outside pole-pieces.

north polarity transmitted to the inner polepieces of collector plates102 and 102 from the middle pole-piece of the traokway device B Theoperation of armature 125 simply interrupts a second point in thecircuit of the electro-pneumatic valve EPV, while the armature 125 inaddition to opening a second point in the circuit of the cab signal lampG, at its upper contact, completes a circuit for the cab signal lamp Yand for the winding 52 of relay LCR. The lighting up of lamp Y and thecontinuous operation of the Whistle W serves to inform the enginementhat a signal 'has been passed at caution and acknowledgement mustimmediately be made to prevent the occurrence of an automatic brakeapplication. The circuit for the cab signal lamp Y extends from thenegative terminal of the generator GEN, over the previously tracedcircuit to conductor 78, through the lamp Y, terminal 7 of terminal box50, terminal 7 of junction box J B, oonductor 53, the lower contact andarmature 125 conductor 86, armature 125 and its upper contact, conductor55, terminal 1 of the junction box JB, the detector loop, and over thepreviously traced circuit to the positive terminal of the generator. Abranch circuit. in multiple with that traced for the lamp Y, extendsfrom terminal 7 of the terminal box 50, through the winding 52"01? relayLCR,

and back to the negative terminal of the generator by way of terminal 9,and maintains the relay LCR energized when the lamp Y is lighted.

It will be assumed that the change in signal is acknowledged within thetime allowed, and therefore, no automatic brake application takes place.To acknowledge, an engineman simply momentarily depresses the a LOB, andopening a second point in the cir cuit of EPV. The button AB must,therefore, be restored to bring about the reenergization of theelectro-pneumatic valve EPV. The pressing of the acknowledging buttoncauses a: circuit to be completed for restoring armatures 125 and 125into engagement with their inner pole-pieces. This circuit extends fromthe'negative terminal of the generator, over the previously traced pathto terminal 8 in the terminal-box 50, conductor 65, terminal 6 injunction box J B, conductor 58, through the armature restoring windings14:1 and 141 in series, conductor 59, terminal 3 of JB, conductor 62',the terminal 3 of the terminal boX- 50, the conductor 75, theacknowledging switch to the conductor 7 3 andpositive generator. The Acurrent flow through the windings 141 and 1A1 causes the pole-piecesthereof to attract the armatures 125 and 125 back into theirnormalposition.

Upon the restoration of the acknowledging button AB thepreviously tracedcircuits for the lamp Y, relay LCR, and electro-pneumatic valve EPV areagain reestablished. It will be noted that there is no manuallycontrolled: means for: actuating the armatures 125 and 125 and,therefore, the only way of changing the lamp signal indication in thecab is by picking up infiuences from the trackway to do so.

As the vehicle V enters into block F the track relay T is shunted outand, accordingly, drops its armatures. This relay at its lower armatureopens the circuit of lamp Y of signal S and completesthe circuit of thelamp R of signal S at its upper armature opens a second point in: thecircuit of line relays L1 and L2; and at its middle armature opens asecond point in the circuit of relays L2 and L1 As the vehicle V" clearsthe block E the track relay T again becomes energized, at its upperarmature again completesthe operating circuit of line relay L1, at itsmiddle armature closes a point in the circuit of line I relays L2 and L1and at its lower armature interrupts the circuit of lamp R of signal Sand prepares a circuit for the lamp Y of signal S- Theenergization ofline relay L1,

" however, prevents the lighting up of lamp Y ofsignal S" until avehicle enters the block D, as previously described. Since the lamp R ofthe signal S islighted, lamps Y and G of S and relays Y and G aredeenergized. Consequently, as previously brought out,

there is now nocurrent flow through the electromagnets of the trackwaydevices C and B Attention is now called to the fact, that asthe'receiver R is approaching the trackway device G with the yellow lampY in the cab lighted, its armatures 125 and armature 125 are in theirnormal position, as shown, while the armatures 125 and 125 are both inengagement with their outside pole pieces. As the receiver comes intothe inductive field of the trackway device G which has its electromagnetdeenergized at this time, the inductor C functions in the same manner asa permanent magnet trackway device such as A, A or A accordingly, thenorth polarity induced into the collector plate 102 causes the armature125 to be repelled and moved into engagement with its inner pole-piece,thereby interruptin the traced circuits of lamp Y and relay LLB andcompleting a circuit for cab signal R, while the south polarity inducedin the pole piece of the collector plate 102 attracts the armature 125to its outside pole-piece, to again initiate a brake application byinterrupting the traced circuit for the electro-pneumatic valve. Toavoid an automatic brake application an engineman must again acknowledgeto restore the armature 125 in the manner formerly described. Upon therestoration of the armature 125 a circuit for the lamp R in the vehiclecab in multiple with the circuit of the electro-pneumatic valve EPV iscompleted. This circuit extends from the negative terminal of thegenerator GEN over the circuit traced to conductor 78, through the lampR, conductor 79, the terminal 10 in the terminal box 50, the backcontact and armature of relay LCR, the conductor 69, to the terminal 12of the terminal box 50, conductor 67, terminal 11, conductor 66,terminal 5 of J B, conductor 60, armature 125, conductor 82, armature125 conductor 57, terminal 1 of J B, loop 200, terminal 2 of J B,conductor 61, terminal 2 of the terminal box, conductor '74, through AB,conductor 7 3, and conductor 72 to the positive terminal of thegenerator GEN.

The lighted lamp R in the vehicle cab ad- T vises the engineman thatthey have arrived within braking distance of an occupied block and must,therefore, have the vehicle in full control prepared to stop at theentrance to block G.

hen the receiver R passes over the track- 17 inductors of the block justentered the receiver Wlll respond to the A inductor, eX-

tinguish the existing cab signal, and initiate a brake application, andthe usual acknowledgment must be made, which will be followed by thelighting of the lamp R. If, however, a vehicle backs out of a block atill caution the B inductor will initiate a brake application byactuating armatures 125' and 125 and acknowledgment will be necessary torestore these armatures. As the receiver it passes over the A inductor,however, the

lamp Y will be extinguished, and upon acknowledgment, the lamp Rlighted.

Referring now to Figs. 11 and 11A, the application of the inventionapplied to'a railway signalling circuit of the wireless type, andspecial features provided at the entrance to sidings and cross-overswill be described. The signal S at the cross-over ,X in block L isinter-locked with the signal S in the usual manner, and the circuitarrangements are such that when the block L is occupied or when thesignal S is in proceed position the track battery of block L will beshunted from the associated track relay T Since 1 in the'example giventhe signal S is in proceed position the track relay T is deenergized.This relay, at its upper and middle neutral'armatures and their lowercontacts connects the battery LB across the rails of block K in theproper direction to cause the track relay T at the entrance to thatblock to move its polarized armature to the right, but owing to thepresence of vehicle V in hat block the track relay T is deenergized. Thetrack relay T at its lower neutral armature interrupts the normallyestablished circuit extending over conductors 304 305 30% and 305 to thetrachway devices C and C respectively, and at its lower neutral andpolarized armature disconnects the battery 13* from the pole changingrelay P through the contacts of which, the traclrway device 13 issuppplied with currentthrough the lower neutral armature of the trackrelay T in a direction dependent on the energized and deenergizedcondition of the pole-changing relay P.

It will be assumed for the moment that the vehicle V is equipped withthe vehicle equipment such as shown in Fig. 4E, and further that thevehicle V passes from the block into block L. As the receiver R passesover the traclrway device C (placed at braking distance from the exit ofthe block) the vehicle receiver relay armatures will be operated in thesame manner as described when passing over the traclzway inductor UShortly after the acknowledgment is made the receiver will pass overtrackway device C and a second acknowledgment will consequently have tobe made. The passing over the permanent magnet trackway inductor A willrequire a third acknowledgment of the engineman. These warnings come infairly close succession and serve to inform the enginemen that they areapproaching a cross-over at which the signal is set at stop, and thatthey should, therefore, proceed with extreme caution.

As previously stated, owing to the presence of block J in such a mannerthat the current flow to the track relay T is energized in the properdirection to cause ts polarized armature to SWIHO to the Il l'lt' at itsnext to boto a a 1 t in neutral armature opens tne circuit of relay 310;and at its lowermost neutral arma- 175$ ture completes a circuit for thethermo-relay 320. The relay 310, in dropping its armature, opens asecond point in a circuit for the electro-magnetic switch lock 325.After a definite period the thermo relay 320 again closes a circuit forrelay 810. This arrangement is provided to prevent the associated sidingbeing unlocked and connected with the mail line by operation of button315 while the section between the siding and the entrance end of block Kis occupied, or at least until suiiicient time has elapsed to allow thevehicle V' to have approached near the vicinity of the siding. Thepolarized armature of the track relay T serves to open the circuit ofthe trackway device C to cause it to function in the same manner as didthe trackway device C under the same traffic condition. The track relayT also at its two upper armatures connects the battery KB across therails of block J in the proper direction to cause the track relay T tomove its polarized armature to the right. The track relay T at its upperarmatures and their upper contacts in turn supplies current from thebattery J B to the rails of block I in the proper direction to cause thetrack relay T to move its polarized armature to the left. The trackrelay T also, at its lower neutral armature, completes a circuit by wayof conductor 305, the battery IE and conductor 30% for the trackwaydevice C, rendering the permanent magnets thereof ineffective toinfluence the receiver relay of an approaching vehicle. The relay Talso, at its lower neutral armature, completes a circuit from thepositive terminal of battery 113 through the lower contact and armatureof the pole changing relay P the conductor 307 the lower and upperwindings of the trackway device 13*", conductor 30, the upper armatureand lower contact of relay P and back to the negative terminal of thebattery I13 The current flow through the trackway device B is in thesame direction as that traced through the traclrway device B and,therefore, will have a like influence on the receiver of a vehiclepassing thereover.

The trackway relay T completes circuits similar to those traced throughthe contacts of the track relay T except that the relay T" has itspolarized armature moved to the left. In consequence of this differencea circuit is completed from the positive terminal of bat- 13G tery 113,through the contact and lower neutral armature of T the polarizedarmature of this relay, conductor 308, through the pole changing relayP, back tothe negative terminal of battery IB. The pole-changing relayP, therefore, changes the direction of current flow to the trackwaydevice 13, causing it to be energized in the same manner as was thecorresponding trackway device B at the exit end of block D.

Since the condition of the trackway devices of blocks II, I, J, and Kare identical to those encountered by the vehicle V in passing over theblocks D, E, F, and into block G, a description of the controllingconditions brought about in the vehicle V in passing over blocks H, I,and J will be unnecessary.

hat is claimed is:

1. In a relay operable by magnetic induction, a plurality of armatures,magnetic flux collecting plates individual to each armature,

and other magnetic flux collecting plates each common to two of saidarmatures, all said flux collecting plates being selectively mag- 2anetically influenced to selectively actuate one or a combination of saidarmatures.

2. In a relay operable by magnetic induction, four armatures, and aplurality of elements associated with each armature which 8'5 providemagnetic paths for selectively operating said armatures.

3. In a relay operable by magnetic induction, a plurality of magneticflux collector plates each having but one-pole-piece, a second pluralityof magnetic flux collector plates each having but two pole-pieces, aplurality of armatures associated with said pole-pieces, one armature ineach instance being common to the pole-piece of one of the firstcollector 4o plates and to a pole-piece of one of the second collectorplates.

4. In a receiver relay for use in picking up magnetic influencestransmitted from apparatus along a trackway, three magnetic fluxcollector plates, a pole-piece on each of two of said plates and twopole-pieces on the third of said plates, and polarized armatures betweensaid pole-pieces selectively operable by magnetic flux transmitted tosaidcollector plates.

5. In a receiver relay, a moisture-proof casing of non-ferrous metal, aset of siX magnetic flux collector plates in said casing arranged in tworows of three each, and a polarized armature assembly between the fluxcollector plates of each row.

6. In a train control or cab signal system, a receiver relay, and meansfor suspending said relay from a. vehicle comprising a plurality ofvertical bars, each rotatably connected to the receiver and vehicle,respectively, and spring means associated with the connections betweenthe vertical bars and the vehicle for preventing any free rotary motionof said ars.

7 In. a train control system, a vehicle carried relay for inductivelypicking up magnetic impulses transmitted to it from points along thetrackway, armatures on said relay operative responsive to a magneticimpulse of one polarity for initiating a brake application and changinga cab signal indication respectively, and other armatures on said relayoperative to produce the same functions in case the impulse received isof the opposite polarity.

8. In a train control system, vehicle equipment including three lampsignals, a relay having a plurality of armatures operable by magneticflux transmitted from apparatus placed intermittently along thetrackway, circuits for two of said signals including a source ofoperating current and certain of the armatures of said relay, anotherrelay having a first winding in multiple with one of said two signalsand having a second winding in multiple with the second of said twosignals, and a circuit for said third signal including said armaturesand an armature of said second relay.

9. In a magnetic device, a pair of armatures, a magnetic flux collectingelement having pole-pieces for attracting said armatures, and havingother magnetic flux collecting elements with pole-pieces for alsoattracting said armatures.

10. In a magnetic device, a pair of armatures, associated elements foroperating said armatures, means transiently associated with saidelements for causing one of said elements to tend to attract both ofsaid armatures under one condition and to tend to repel both of saidarmatures when in another condition, and other means transientlyassociated with certain of said elements for causing one of saidelements to tend to attract one of said armatures and another of saidelements to tend to repel the other of said armatures.

11. In a relay operable by magnetic induction, a plurality of armaturesselectively operable in accordance with the magnetic condition of thesurrounding atmosphere, magnetic flux collecting plates included inmagnetic circuits individual to their associated armatures when certainmagnetic conditions exist, and other magnetic flux collecting platescommon to said armatures and included in the magnetic circuits of saidarmatures irrespective of the magnetic condition encountered.

12. In a relay directly operable by magnetism picked-up as it passesthrough a magnetic field, a plurality of armatures, a plurality of fluxcollecting plates, separate magnetic circuits including said fluxcollector plates for actuating said armatures in certain instance, and amagnetic circuit including all of said flux collecting plates in seriesin other instances, to actuate the relay.

13. I a relay, a pair of armatures, magnetic flux collecting plateshaving pole-pieces for actuating one or the other of said armatures whenthe plates are brought within a magnetic field, means associated withsaid armatures for preventing one or the other of said armatures fromoperating depending upon the polarity of the magnetic field, and meansincluding another flux collecting plate cooperative with said firstcollecting plates for restoring either actuated armature.

14. In a vehicle equipment or a cab signal and train control system, arelay having a plurality of armatures operable by magnetic fluxtransmitted from apparatus placed intermittently along the trackway; aplurality of signal control circuits, one of which includes a pair ofsaid armatures in one position, another of which includes said armaturesin an alternative position, and a third of which includes a second pairof said armatures; a circuit including a brake application initiatingdevice and the latter pair of armatures in series, and manually operablemeans for re-establishing said latter circuits only.

15. In a vehicle equipment of a cab signal and train control system, arelay having a plurality of armatures operable by magneticv fluxtransmitted from apparatus placedin termittently along the trackway; aplurality of signal control circuits, one of which includes a pair ofsaid armatures in one position, another of which includes said armaturesin an alternative position, and a third of which includes a second pairof said armatures; a circuit including a brake application initiatingdevice and the latter pair of armatures in series, and manually operablemeans for re-establishing one or both of said latter circuits only,depending on the condition of the other signal circuits.

In witness whereof, I hereunto subscribe my name this 8th day of July,A. D. 1929. ALFRED E. HUDD.

